Lightweight engine



March 10, 1942. L. M. TAYLOR LIGHT WEIGHT ENGINE Filed May 6, 1940 'INVENTORQ LLm M TAYLOR ATTORNEY Patented Mar. 10, 1942- 2,275,478 I LIGHTWEIGHT ENGINE Lloyd M. Taylor, San Leandro, CaliL, assignor,

by direct and mesne assignments, to Taylor Engines, Inc., Oakland, Calif., a corporation of Nevada Application May 6, 1940, Serial No. 333,465 2 Claims. (01. 123-56) The invention, in general, relates to the construction of internal combustion engines and, a

more particularly, relates to a fabricated sheet metal engine of great rigidity and strength which effectively takes care of the internal load and stresses set up, the construction enabling the elimination of relatively heavy castings throughout.

This application is a continuation in part of my co-pending application, Serial No. 1394M, filed April 27, l937, and entitled, Internal combustion engine, wherein I have depicted and claimed a fabricated engine embodying a united internal structure consisting of a cylinder head, a cylinder sleeve and reinforcing webs carrying crankshaft bearings for taking care of the internal stresses set up by the explosion of the combustible charge introduced into the cylinder. The invention disclosed in the aforesaid cits-pend ing application is embodied, as shown, in an engine having a plurality of separate cylinders arranged in a straight line, all encased in a sheet metal casing. The present improvement is primarily directed to an opposed cylinder en gine and while the accompanying drawings and the following description allude to sets of op" posed, in line cylinders with the axes of the cylinders in each set horizontally aligned, the improvement is entirely suitable for adaptation in an engine of either the so-called ii-mounting or an engine in which the sets of opposed cylinders are arranged with their axes in vertical: alignment. It may be observed also that while I have designed the present embodiment primarily for aircraft, the invention is equally suitable for application to stationary, automotive or marine uses.

A primary object of the present improvement.

as in the case of the invention set forth in my aforementioned co-pend-ing application, is to provide a rugged, light weight engine especially suitable for aircraft having no heavy castings and in which the internal stresses'are taken care of through a united series of structures consisting of the cylinder heads, the cylinder sleeves, rein forcing webs on the skirts of the cylinders, and crankshaft bearings carried by the webs.

Another object of my improvement is to pro vide an engine of the opposed cylinder type in which but one crankshaft is required and in which the lower half of the crankshaft is entirely eliminated.

A still further object of the present invention is to provide a compact, strong engine of the opposed cylinder type wherein the cylinder heads of the opposed cylinders are directly tied together through the opposed cylinders and reinforcing webs thus eliminating the conventional heavy casting for uniting the heads and permitting the use of a light weight, sheet metal casing functioning in the main to carry the cooling medium and lubricating oil but practically none of the stresses.

Another object of the present improvement is to provide an improved light weight engine of the aforementioned character which is additionally characterized by itsmore rigid bearings for withstanding impacts from explosions normally transmitted to the crankshaft.

A still further object of my invention is to provide a relatively inexpensive fabricated engine of light weight yet suficiently rigid. and strong to withstand relatively heavy duty in all applications.

The foregoing and other objects are attained in the preferred embodiment of the present improvement which is illustrated in the accompanying drawing. While the showings depict the preferred embodiment, it is to be understood that the invention. can be exemplified in a plurality and variety of forms and it is to be understood that l am not to be limited to the precise embodiment shown nor to the precise arrangement of parts depicted.

Referring to the drawing:

Figure 1 is an end elevational view, partly in section, of a preferred embodiment of the invention, this view showing portions pulled apart to illustrate the mode of, assembly, and being broken away to illustrate the interior connections.

Figure 2 is a perspective view of one portion of the preferred embodiment of the invention,

with valve guides omitted.

In its preferred form, the light weight engine of my present improvement preferably comprises a plurality of pairs of cylinders; the cylinders of each of said pairs being arranged in opposed, spaced relationship, a cylinder head on one end of each of said cylinders, a pair of reinforcing webs united to opposite sides of the skirts of each of said cylinders; the webs On each side of each pair of said opposed cylinders being in alignment, means for rigidly connecting said webs together on each side of each pair of said opposed cylinders, a halfbearing on each of side webs; said half-bearings defining complete crankshaft bearings with respect to aligned, connected webs on each side of said cylinders, together with a sheet metal casing for the engine including a pair of tanks for the reception of a cooling medium; each of said tanks being united to said cylinders adjacent said heads, and a pair of crank-cases; each of said crank-cases being united to said cylinders and to said tanks and also being united to said reinforcing webs.

As particularly illustrated in Figure 1 of the accompanying drawing depicting an end sectional elevation of the preferred embodiment of the present improvement, the opposed cylinders are mounted with thelraxes in horizontal alignment, and it is to be observed that either a two, four, six or twelve cylinder engine may be fabricated in accordance with this improvement or,

in fact, any number of pairs of cylinders can be employed. As shown, each cylinder comprises a sleeve ll of drawn metal tubing which is pref erably formed from a steel alloy, such as an alloy of chromium and molybdenum, having great strength but of relatively light weight. Each of the cylinder sleeves II is provided with a head l2 which preferably is formed by welding together complementary halves stamped from a relatively strong metal, such as. steel of each of the heads I2 are conveniently provided with threaded, apertured bosses l8 and IQ for receiving and supporting suitable spark plug bushings M, the bosses being in pairs for the reason that dual ignition is contemplated in the embodiment of the invention depicted. All

heads l2 are temporarily united by means of spot welding to a corresponding cylinder sleeve H. Each of the elbows i6 and It is provided with a valve seat, not shown, which is faced with a hard facing metal, such as stellite, and the elbows are fitted to aid temporarily spot welded to the bosses l3 and M of the heads. Moreover, each elbow is provided with, preferably integrally, .a valve guide 23 which are so arranged on the elbows as to be axially aligned with the valve seat of the corresponding elbow. It is to be understood that the predetermined number of pairs of cylinder sleeves ll, together with the above described heads spot welded thereto, are conveniently assembled and aligned on any suitable jig. I

In accordance with the present invention, I provide a pair of tanks or water jackets 26 and 27 for the reception of a suitable cooling medium which, in aircraft adaptations of the engine, is preferably ethylene glycol. Each of the tanks 26 and 21 preferably is formed from relatively thin, light weight material of great strength, suchas from k-Monel metal or from a steel alloy of chromium and molybelemim, and extends longitudinally of the engine. As shown, each tank is disposed adjacent to the head ends of the cylinders and includes a pair of sides 28 and 29 having suitable openings therein for passing the spark plug bushings-2i as well as for passing the elbows I6 and i1. Moreover, the bottoms 3i of each of the water jackets 26 and 21 are formed with relatively large openings at spaced intervals for passing the cyl-' inder sleeves II, the edges of each of the latter openings being turned back to provide annular flanges 32 which afford appreciable welding surfaces for uniting the tanks to the outer surfaces of the cylinder sleeves. The engine of the present embodiment also includes cover plates 33 which also are fabricated from the same material as-the tanks 26 and 21 and which are formed with turned-over flanges or looking seams 34 on each lateral extremity thereof for eilecting'interlocking engagement with the sides 28 and 29 of the water jackets 26 and 21. It is clear from the showing of Figure 1 that the jackets gine casing, perise. Moreover, lt is clear that these Jackets fo" hermetically sealed compartments and whll Ifghave specified that a liquid cooling medium can be contained therein, it is. 5 clear that by virtue of such hermetically sealed compartments a refrigerating unit can be utilized.

with either liquid or gas as the refrigerant for maintaining the desired temperature values around the heads. In addition to the foregoing cran'kcases 38 and 37 each. of which includes tapering sides 38 and 33 Joined by a bottom ll,

' the crankcases serving, of course, to receive-of suitable engine lubricating oil. The bottoms ll of each crank-case are formed with relatively large openings therein at spaced intervals, for passing cylinder sleeves, which are in alignment with the openings in the bottoms of the water Jackets; the edges of these openings in bottoms 0 ll of the crank-cases likewise being turned outwardly to provide annular flanges 42 of appreciable welding surfaces to which the cylinder sleeves are united. The annular flanges 32 of the water Jackets 26 and 21 abut and are welded to the annular flanges 42 of the crank-cases 3B and 3?, as clearly illustrated in Figure l of the drawing.

In accordance with my improvement, I provide means in the engine for effectively taking my care of internalloads and stresses set up by the explosion of combustible charges in the cylinders, as well as for affording rigid crankshaft bearings for handling impacts from such explosions.

extend transversely of the engine and which not only are united to the cylinder sleeves H but also are united to the inner surfaces of the side's 38 and 39 of the crank-cases 3t and 31. Ref- 49 erence, in this connection, is made to Figure 2 of the drawing wherein is depicted, in perspective, one pair of opposed cylinders provided with heads l2 of the character described, valve guides being omitted, together with the sets of reinforcing webs, thereby affording a united integral internal structure which may be termed the internal hook-up of the engine. Each of the reinforcing. webspreferably comprises comple- ,mentary halves stamped from relatively strong,

6 light weight sheet metal and welded together to provide a structure having a pair of channels 69 therein on each side of a central channel 52, all channels being lined with copper wire, not

shown, for purposes of permanent uniting of parts preferably in a suitable hydrogen-copper brazing furnace. Each reinforcing web is formed I with a relatively fiat surface at its outer end, and a pair of tapering sides 53 and 54 which conform to the taper of the sides 38 and 39 of m the crank-cases; the webs each carrying half crankshaft bearings 56 at their inner ends. Two reinforcing webs 46 and it of each set are united to opposite sides of the skirt of one cylinder sleeve H of a set of opposed cylinders, and the remaining reinforcing webs 48 and 49 of each set are united to opposite sides ofthe skirt of the other cylinder sleeve H of the opposed cylinders thereby providing two webs l6, and 48 on one side of the opposed cylinders and two webs 7o 41 and 49 on the other side of'the opposed cyland cover plates constitute portions of the ento permanently uniting the same to the cylinders.

portions, the engine casing includes a pair of These means preferably comprise 35 sets of reinforcing webstt, ti, st and 49 which .be the final assembling step.- 'intemal united structuresthat take care of the Upon bringing the, webs together, the half crankshaft bearings define a complete crankshaft bearing, as shown in Figure 2, for rotatably mounting of a single crankshaft 55 for the engine, and I preferably join the two webs on each side of each cylinder together by means of screw bolts 51 which are passed through the aligned channels of'the two webs. In order to provide webs of increased strength, the same are ribbed as at 58 and 59, and to lighten the weight thereof, openings 30 may be formed therein. It is to be appreciated that the ribs 59 of the webs are arcuately formed on their outer surfaces and serve as welding surfaces for uniting the webs directly to the skirts of the cylinders. It also is to be appreciated that in embodiments of the engine having a plurality of pairs of opposed cylinders, one pair of webs 46 and 48 not only are united to one set of opposed cylinders on one side thereof but also are united to an adjacent set of opposed cylinders. Thus, the engine fabricated in accordance with my invention includes united internal structures or hook-ups end to end, the united structures including in each case the cylinder heads of each set of opposed cylinders, the cylinder sleeves of such set, together with the reinforcing webs on each side of the skirts of the opposed cylinders. Moreover, each integrally united structure is tied to an ad- Jacent structure of similar elements so that the engine is tied together end to end. Furthermore, I provide for the uniting of the sides 53 and 54 of all of the webs with the sides 38 and 39 of the two crank cases and to this end coat the sides of the webs and the crank-cases with a suitable copper paste enabling the permanent uniting of these parts together when the engine,

as so assembled, is treated in a suitable hydrogencopper brazing furnace. Moreover, the ends of the reinforcing webs adjacent the bottoms ll of the crank-cases are similarly coated with copper paste for effectively uniting the cases to the webs at such points. The crank-cases 38 and 3! are provided with apertured flanges 8! extending from each side thereof and the cases 36 and 3'! connected together at these flanges by suitable screw bolts 62, thus providing an oil tight case.

The engine of my present improvement not only is relatively inexpensive to manufacture but also relatively easy to fabricate and assemble. It is contemplated, as above indicated, that the assembled and temporarily united engine be dis: posed in a hydrogen-copper brazing furnace in order permanently to unite the combination of non-moving parts of the engine hereinabove described. Accordingly, suitable copper rings are connected at the joints between certain elements, wherever practicable. Similarly, copper wires are threaded through certain other elements wherever desirable or practicable, and in many instances where neither rings or lengths of copper wire can properly be placed, the parts are coated with copper paste, thus to prepare the parts in their entirety for the furnace. It is appreciated that the two crank-cases 36 and 31 can be applied as final elements of the fabricated engine, or that these portions of the engine casing can be mounted prior to mounting and temporarily uniting the water jackets 26 and 21 which may Because of the plates 33 to the water jackets, cooling radiators may be fitted at desired portions of the casing, and the engine is heat treated in the usual manner for hardening the cylinders for wear and increased strength and the conventional minor work is carried out to provide the necessary tolerances.

It is to be understood that the appended claims are to be accorded a range of equivalents commensurate in scope with the advance made over the prior art.

I claim: 1

l. A light weight engine comprising a ,pair of cylinders of drawn metal tubing mounted in opposed, spaced relationship with their axes in horizontal alignment, a pair of reinforcing webs united to opposite sides of the, skirts of each of said cylinders; said webs on each side of said opposed cylinders being in alignment, 9. halfbearing on the inner end of each web, means for rigidly connecting said webs together on each side of said opposed cylinders to bring said half-bearings in registry and defining thereby complete crankshaft bearings on each side of said opposed cylinders, and a casing for the engine including a pair of tanks and a pair of crank-cases; each of said tanks including a bottom having an opening therein for passing said cylinders, and each of said crank-cases including a bottom having an opening therein in registry with the openings in the bottoms of said tanks; the edges ofall of said openings being turned back to provide flanges to which said cylinders are united.

2. A light weight internal combustion engine comprising a pair of cylinders of drawn metal tubing mounted in opposed, spaced relationship, a pair of reinforcing webs united to opposite sides of each of said cylinders adjacent the skirts thereof; said webs on the same side of'each of said cylinders being in alignment and each Web having spaced channels therethrough, screw bolts extending through said channels for rigidly connecting together the aligned webs on each side of said opposed cylinders, ahalf-bearing on each web; said half bearings defining complete crankshaft bearings for a single crankshaft for the opposed cylinders, a casing for the engine comprising a first pair of tanks for the reception of cooling medium; each of said first pair of tanks including a bottom having an opening therein for passing a cylinder, the edges of said openings being turned back to define flanges to which the cylinders are united, and a second pair of tanks defining crankcases for the engine; each of said second pair of tanks including a bottom having an opening therein for passing the cylinders, the openings beingturned back to define flanges to which the cylinders are united.

LLOYD M. TAYLOR. 

